Railroad track assembly

ABSTRACT

A unique railroad track assembly having reduced maintenance cost is secured by a tie assembly which reduces noise and wear. The assembly comprises in combination a base channel member having vertical sides which supports a rail cushioning element supporting the rail. The base channel distributes the stresses to all holding elements thus preventing their breaking or bending. A unique feature is the use of elongated holes in certain elements so as to permit the movement of the rail in a lateral manner to adjust the gage. Shims are positioned between the rail supporting cushioning element and the vertical sides of the channel element.

D United States Patent [191 [111 3,819,114 Bush June 25, 1974 RAILROAD TRACK ASSEMBLY Primary Examiner-M. Henson Wood, Jr. [75] Inventor. Charles J. Bush, Wood Ridge, NJ. Assistant Examiner Richard A. Bertsch Assigneel The New York y Transit Attorney, Agent, or Firm-James M. Heilman; Wm. 0.

Authority, y N.Y. Heilman; Anthony J. Casella [22] Filed. May 17, 1972 ABSTRACT [21] Appl 253979 A unique railroad track assembly having reduced maintenance cost is secured by a tie assembly which 52 us. (:1. 238/121, 238/21, 238/282, reduces noise and wear. The assembly comprises in 233 310 combination a base channel member having vertical [5]] Int. Cl Etllb 2/00 sides which supports a rail cushioning element p- 5331 w f Search 233/1 24 25 232 20 porting the rail. The base channel distributes the 23 /21 233 2 7 121 234 304 307 30 stresses to all holding elements thus preventing their 2 breaking or bending. A unique feature is the use of elongated holes in certain elements so as to permit the [5 References i movement of the rail in a lateral manner to adjust the UNITED STATES PATENTS gage. Shims are positioned between the rail supporting cushioning element and the vertical sides of the chan- 2,132,571 10/1938 Maney 238/304 81 element. 3,387,781 ll/l968 Moses et al 238/283 3,576,293 4/197! Landis et al. 238/283 8 Claims, 10 Drawing Figures PATENTEUJUNZSISH SHEET 2 or 4 RAIL 2 FIG. 2.

25 HEAD TAP BOLT LOCK WASHER 26 W D N M m w E m n K H T a M E M E G D L m D R T W N P N W 2 T F w U m m Y X W T 0 w N XI P D. N B M 5 w 3 O OM A, 0 m Y o I F 2 C W a. S T x C W F. S L B 30 m N g M E .{o h. .H. E IE9 H. 0 X a w w I a 1 w P?- E/ .D yr S flafifi 7 my. nfll. v u rfi.i.immiui 1 M} wu 6.. ...,......d. 2v Q M WKJM. 0 G m 4 F. I 2 N F T 2 N v L SHIMS 23 RUBBER PLATE 2O ii STEEL SLEEVE DOUBLE END RAIL l1 STUD l4 "1331' I'" is: TRACK CONCRETE TIE ASSEMBLIES 6 E T mm gp m N mm MN w w r PATENTED JUNZS I974 SHEET 3 OF 4 FIG. 45.

RAIL HEAD RAIL BASE FLANGE PAIENIEB JUN251974 saw u or 4 1 RAILROAD TRACK ASSEMBLY The present invention is broadly concerned with improved railroad trackage and is particularly directed toward reduction of maintenance problems and costs and with a technique and structure for adjusting track gauge. The present invention improves the use of rubber rail seats and introduces new concepts for track anchorage and simplifies many facets of track installation and efficient use of elastic materials for straight tracks and curved tracks. The present invention will reduce vibration and noise in general with greater efficiency and simplicity, will provide a smoother ride over all portions of a railroad system with a reduction in wear of track rails and the rolling stock and will prvent breaking of anchor bolts. In general the present invention utilizes a modified two piece rubber rail seat and introduces the use of an elastic sheet in combination with a steel channel plate of sufficient width to permit the insertion of track gauge adjusting elements.

In essence, the present invention comprises the use of a container plate in combination with elastic materials and concrete base that can be adapted to all facets of track installation and geometry of track alignment. It improves the track operational properties and eliminates the use of wood ties in ballast in new construction and reconstruction of existing track. All forces longitudinal or traction and lateral or centrifugal are transferred into the base of the container plate, thus engaging simultaneously all anchor bolts in shear thus preventing their bending and breaking.

The problems of maintenance of railroad beds are very many and cost is very high, particularly when the road bed is subject to heavy usage such as a metropolitan subway system. It is necessary that a worn rail be replaced with a minimum of labor and time. It is also necessary to phase out wood ties in ballast type construction with suitable devices in combination with concrete base on existing lines and to preclude introduction of ties in ballast in construction of new lines.

Also for many reasons, such as wear, it is necessary that the gauge of the respective rails be adjusted or corrected after a new installation.

The present invention may be readily understood by reference to the drawings illustrating a number of adaptations of the same.

FIG. 1 is a top view of a typical roadbed showing the rails and the tie assemblies utilizing the invention.

FIG. 2 illustrates a typical tie assembly, while FIG. 3 shows the relationship between the tie assemblies.

FIG. 4 illustrates an important feature of the present invention utilizing elongated holes.

FIGS. 4A and 4B show one satisfactory type of track construction using holding clips.

FIG.4C shows an elastic sheet, while FIG. 5 illustrates two rails and a guard rail assembly.

FIGS. 6 and 6A illustrate certain desirable details of the two rails shown in FIG. 5.

Referring specifically to FIG. 1, right rail 1 and left rail 2' are shown supported by a plurality of tie assemblies 6 and 7, respectively. An electrical contact rail 5 is shown which is suitably insulated by elements 8. Rail 2 is affixed to rail 3 by joint bars 9 while rail I is affixed to rail 4 by means of joint bars 10. While the dimensions may be varied depending upon many factors, one satisfactory construction is to have the tie assemblies 12 inches long by 12 inches wide, and their spacing apart to be 30 inches on center. The tie assemblies below the joint bars are preferably spaced apart 19 inches on center. The gauge between the rails is about 4 feet 8% inches to 4 feet 8% inches. On curves the spacing may be about 4 feet 9 inches. Satisfactory rail length may be about 39 feet of continuous welded rails or welded strips of rail into multiples of 39 feet.

Referring specifically to FIG. ll, one typical tie assembly is illustrated and is an overall assembly designated as one of the seven tie assemblies supporting rail 2 shown in FIG. I. Track concrete 11 supports the tie assemblies. The base of the tie assembly 12 comprises an epoxy-sand mix or cement-sand mix which may have, for example, a width of about 15 inches and a length of about 14 inches. The height may vary in the range from about 3 inches to 4 inches. Generally, it is preferred that the base of the rail be about 4% inches above the top of the track concrete 11.

In accordance with this particular structure epoxy bonding compounds or cement grout 13 of about 2% inch diameter are embedded in the track concrete 11. Studs 14 having hexagonal nuts 15 at their lower ends are imbedded in the bonding compound 13. Sleeve nuts 16 are attached to the upper ends of studs 14 and are imbedded in the base of tie assembly 12.

In accordance with the present invention a steel channel container plate 17 having a base 18 and vertically extending sides 19 is positioned on the top of base 12. The container plate 17 preferably has a length equal to the length of the tie base 12. The width of the base 18 of container plate 17 is preferably somewhat less than the width of the tie base 12.

A rubber plate or equivalent 20 is positioned within steel channel plate 17 and comprises two sections, a base rubber plate section 21 and a top section 22. The rail 2 seats on the rubber plate 20 the length of which is preferably equivalent to the length of the steel channel containing plate 17. By removing section 22 of the rubber plate 20 rail 2 may be readily replaced without disturbing the base section 21. The width of the rubber plate is somewhat less than the distance between the vertically extending walls 19 of the steel channel container plate 17, so as to permit the insertion of a plurality of steel shims 23 between walls 19 and the marginal shoulders of premolded square rubber plate 20. A satisfactory spacing is to provide for example about threeeighths inch distance between each wall 19 of the channel and the marginal shoulders of the rubber plate 20. This will provide for example the insertion of four three-sixteenth inch thick shims into the tie assembly, two on each side, giving the track flexibility for track gauge adjustment up to three-fourths of an inch in any one direction.

By way of example, some satisfactory dimensions are as follows:

Such as (Inches) (Inches) Width of Base 12 (epoxy binder-sand) 14 to 16 15 Length of Base 12 (epoxy binder-sand) 13 to l5 [4 Height of Base 12 (epoxy binder-sand) 3 to 5 4 Length of Channel 17 9 to 12 10.5 Width of Channel Base 18 12% to l5 14 Vertical Walls 19 in from edge of base 1% to 2 1.75 Distance between Walls 19 10% to 11% ll Thickness of Channel Steel '6 to Ii to l 0.75

Steel stiffening plates 24 are positioned above the.

idly affixed to the base of the tie assembly 12 by means of head tap bolts 25 and lock washers 26. The tap bolts 25 which preferably are hexagonal engage in four sleeve nuts 16, passing through holes in the stiffening plates, in the rubber plate and in the base 18 of steel channel container plate 17.

Referring to FIG. 3, the relationship between the rail 1, the tie assemblies 6 and the track concrete 11 is shown. The spacing of the ties may be varied but the spacing is usually about 24 inches to 30 inches on centers, such as about 27 inches.

A very important feature of the present invention is the elongated holes 27 through the rubber plate 20. The steel stiffening plate 24 will also have similar slotted or elongated holes. If the gauge should change between a left rail 2 supported by the assembly illustrated in FIG. 4, due to wear or other causes, and a right rail 1 similarly supported, shims 23 are inserted or removed between rubber plate and side walls 19 thus causing the rubber plate 20 to be shifted thereby adjusting to the correct gauge. The precise measurements of the elongated holes may be varied depending upon a number of interrelated factors. However, one set of satisfactory dimensions are as follows:

Two piece square elastic plate and stiffener plate holes in allinches Clips with elastic sheets-Holes in Type of Assembly Clips only-inches A very satisfactory construction of track assembly using holding clips is illustrated in FIGS. 4A and 4B.

FIG. 4A is an end view of one rail-tie construction, while FIG. 4B is a top view, partially cut away. Steel channel container plate 17 is supported on base 12 as hereinbefore described. In this adaptation a laminated or elastic sheet 33 is positioned about the rail flange. Also elastic strips 32 are positioned directly beneath clips 40, which clips are held securely by bolts 25. Space is provided between walls 19 and clips 44 for the insertion or removal of shims 23.

The elastic sheet 33 may be of many varied construction and is illustrated in FIG. 4C. The elastic sheet primarily serves as vibration and noise absorbing device and an insulator consisting of homogeneous composition of such materials as rubber, synthetic rubber, neoprene, polyvinyl chloride with admixtures, combination of rubber-like materials, or laminated of layers of like materials or combination of different materials interlaid with metal, plastic fibers, glass fibers, cotton, flux, or cloth of other suitable materials to produce best combination for absorption of noise and vibration, to provide insulation, and to resist wear and deterioration due to weather elements, oils and other causes present on the railroad tracks. The elastic sheet is either flat, premolded, or preformed of uniform thickness or tapered to provide proper cant from approximately 1:40 to 1:14, and is to be fully or partially perforated in the portion that receives the base of the running rail preferably to provide desired shape factor for the most efficient use of the elastic materials.

Similarly, elastic strip 32 may be of like composition as elastic sheet 33 and is of approximately one-half the thickness and is positioned directly under the clip 40 and is slightly narrower than the base of the clip 40. With sheets of uniform thickness a tapered plastic or metal plate is provided for cant and is fitted within the channel plate 17 and is positioned above the base 18 and below the plate 33 and strips 32 and preferably is of laminated composition that assists in dampening of vibration and noise.

The spacer bars or shims 23 are ZEE shaped to fit one another when placed in numbers and are of sufficient length to fit the assembly when placed all on any one side against the vertical shoulder 19 of container plate 17 and the base of clip 40 and are of metal or plastic composition.

The clip 40 is of cast, forged, stamped or welded construction having a center base that fits against the spacer bars and in turn against the shoulders of the container-channel plate with wings, one overhanging the spacer bars and partially channel plate upright wall and the other extending over the elastic sheet embracing the sloped rail base flange and having one elongated hole for two anchor bolts assembly or two elongated holes for four anchor bolts assembly. It is important that the clips have elongated or slotted holes to permit a shaft perpendicular to the track alignment from side to side of the container plate when grip or holding bolts are released and spacer bars removed for the purpose of shifting the rails and adjusting the track gauge. It is also important that during shifting of the track the container plates 17 remain stationary.

The container plate 17 having base 18 and upright shoulders 19 is made of steel or rigid mass equal in strength and durability to steel, and is of forged, rolled, stamped, or welded construction and has round holes in its base 18 to permit holding bolts to pass without excessive play so that it may remain stationary in position while elements 1, 23, 40, 32 and 33 are shifted in the process of track gauge adjustment. The assembly shown in FIGS. 4A, 4B and 4C does not limit this invention but illustrates two anchor bolts adoption as one of many combinations of two, three, four or more anchor bolts in the process of adoption of the principle of this invention.

Referring to FIG. 5, both rails l and 2, and assemblies 6 and 7 are shown (FIG. 1) together with a guard rail 28. Wheel 29 is riding on rail 2 while wheel 30 is riding on rail 1. The sub-structure for both rail 2 (Braced High rail) and rail 1 (low Guarded rail) is shown and is similar to that shown in FIG. 2. Similar numbers indicate similar elements and with certain low rail elements indicated with a prime. The base pad of the tie assembly for the high rail is 12 while the base pad of the assembly for the low rails is 12'. The high rail pad may have a length of about 12 inches and a width of about 20% inches. The rail gauge between the guard rail and the low rail is about 2 inches varying from 1% to 2% inches.

With respect to the low rail assembly elastic plate sections comprise a third section 31 which is interposed between the guard rail 28 and the low rail 1. A further feature of the construction shown in FIG. 5 is the use of reinforcing element 41 which seats on part 31 and is preferably slightly longer than the center elastic strip 31. Element 41 may have end shoulders which extend downwardly beyond the edges of the center strip 31 t and the base of container plate 17 Element 41 is fitted between the rail base flanges of guard rail 28 and low rail 1 to serve as a separator to maintain proper gauge between these rails. A further feature of the construction of FIG. 5 is the unique use of center shoulder bolts 38 and bar 37 hereinafter particularly described with respect to FIG. 6A. Shims 23 are positioned as hereinbefore described between vertical sides 19 and the elastic plate 20. A still further feature as shown in FIG. 5 is the use of reinforcing elements 34 and 35. Element 34 seats between wall 19 and rajl 2 and is contoured to the side of rail 2. Element 35 is positioned between wall 19 and guard rail 28 and is contoured to the side of rail 28.

The adoption of the main principle of this invention for the support of onetype of high and low rails of curved tracks is illustrated in FIGS. 6 and 6A. A low guarded rail assembly is illustrated in FIG. 6, employing elastic mat 33 shown in detail in 4C. The elastic sheet 33 extends on one side over the sloped portion of low running rail 1 base flange then under the flanges of both running and guard rails terminating at the edge of the guard rail base flange. It is preferredthat it be perforated only under the low rail base flange. The low and guarded rails and the elastic mat 33 are positioned in the container plate 17' over the elastic sheet 33 and are held by clip 40 on the outside and by rigid rail base separator 41. The center separator 41 and the elastic bar 31 have matching holes with each other and with the base of the channel 18 to allow downward passage of shoulder type or socket head cap type bolts 38 through and to engage with the threaded ends a tapped center longitudinal bar 37 positioned below the base of the channel 18'.

The longitudinal bar 37 is positioned free in a chase 36 below the base 18' in the pad 12' or track invert 11' or a precast concrete block not shown, and is drilled and tapped to receive threaded ends of bolts 38. The bar 37 is presently slightly longer than the width of the container plate 17' and slightly narrower and shallower than the Chase 36 for easier installation.

The brace 35 is similar in its lower portion to the clip 40' except for the vertical rib that fits the contour of the upper half of the web of the guard rail extending under and to the side with required tolerance of the rail head. In this illustration of FIG. 6A the brace 35 rests directly on guard rail 28 base flange and its lower rib fits into the space between the edge of the base of the guard rail and the upward shoulder of the container channel with close tolerance to assure transferring of lateral force, and has a space gap below its lower rib and top of the base of the container plate equal to approximately one-half of the thickness of the elastic sheet under the base flange of the guard rail. This arrangement of the brace 35 resting directly on the flange of a guard rail base illustrates one of many possible arrangements depending on the requirements, and does not limit its application to this one condition of the principle involved. For example, the. plate 33 may end short of the guard rail base flange. Also, the brace may be such as to have a lip integral with its base rib extending under the guard rail base for the full width of the guard rail base, or the assembly may have an extra plate placed inside of the container channel with configuration to provide proper cant under the base of the traction low rail and proper support for the base flange of the guard rail, or the elastic sheet may extend under the flanges of both the low and the guard rails for the full width continuously and embrace the tops of the rail base flanges of the low traction rail on one side and guard rail on the other side terminating short of their webs.

In summary, the principle of this invention consists of a base container plate with upright walls of varied thicknesses and heights, one on each side of the rail fastening assembly, which is placed on concrete or other suitable invert pad or block either cast in place or precast. An elastic plate with or without marginal shoulders positioned on top of the base of the container plate and below the base of the traction rail. Stiffener plates are used which have slotted or elongated holes to match elongated holes in the marginal shoulders of the elastic plate which permits ready adjustment of the gauge between the rails.

Having described the invention, it is claimed as follows for straight and curved track, switches, crossovers, etc.

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

l. A novel track assembly which comprises in combination a high rail rigid steel channel and a low rail rigid steel channel, spaced laterally apart so as to support a high rail and a low rail having the desired gauge there between, each of said channels having a base and two sides which extend vertically from said base, a flexible plate positioned within each of said channel members between said sides and affixed to said bases by means of holding members extending through holes in said flexible plates, the holes in said flexible plates supporting said high rail being elongated in a configuration so as to permit said flexible plate supporting said high rail to be moved in a lateral direction between said sides when said holding members are slackened, said high rail and said low rail being securely held at their bases by said flexible plates and shims positioned between said flexible plate supporting said high rail and the sides of said high rail channel.

2. Assembly as defined by claim 1 wherein rigid stiffening plates are positioned on each side of the high rail and low rail and on top of said flexible plates, said stiffening plates having holes therethrough, the stiffening plates associated with said high rail having elongated holes, said stiffening plates being securely held in contact with said flexible plates by means of said holding members.

3. Assembly as defined by claim 1 wherein said flexible plate supporting said low rail also supports a parallel guard rail within said low rail channel.

4. Assembly as defined by claim 3 wherein a bracing member is positioned between the side of said high rail channel and said high rail and a bracing member is positioned between the side of said low rail channel and said guard rail.

5. An assembly as set forth in claim 4 wherein for said low rail, said plate is square, and a fastening device in the center between the low rail and the guard rail.

6. Assembly as defined by claim 3 wherein said flexi-. ble plate supporting said high rail is of a two part construction in a manner such that one part extends only over one side of the base of the high rail, thereby permitting removal of the high rail from the flexible plate by the removal of said one part, and wherein the flexible plate supporting said rail is of a three part construction.

7. Assembly as defined by claim 6 characterized by a guard rail and wherein holding clips having bracing elements are positioned between the sides of said high rail and said guard rail and the sides of said steel channel members.

8. A novel assembly for straight and curved track, switches and cross-overs which comprises in combination a rigid steel channel member having a base and two vertically extending sides, a rail having an elastic sheet about its flanges and supported by said channel member between said sides, holding clips positioned of said steel channel members. 

1. A novel track assembly which comprises in combination a high rail rigid steel channel and a low rail rigid steel channel, spaced laterally apart so as to support a high rail and a low rail having the desired gauge therebetween, each of said channels having a base and two sides which extend vertically from said base, a flexible plate positioned within each of said channel members between said sides and affixed to said bases by means of holding members extending through holes in said flexible plates, the holes in said flexible plates supporting said high rail being elongated in a configuration so as to permit said flexible plate supporting said high rail to be moved in a lateral direction between said sides when said holding members are slackened, said high rail and said low rail being securely held at their bases by said flexible plates and shims positioned between said flexible plate supporting said high rail and the sides of said high rail channel.
 2. Assembly as defined by claim 1 wherein rigid stiffening plates are positioned on each side of the high rail and low rail and on top of said flexible plates, said stiffening plates having holes therethrough, the stiffening plates associated with said high rail having elongated holes, said stiffening plates being securely held in contact with said flexible plates by means of said holding members.
 3. Assembly as defined by claim 1 wherein said flexible plate supporting said low rail also supports a parallel guard rail within said low rail channel.
 4. Assembly as defined by claim 3 wherein a bracing member is positioned between the side of said high rail channel and said high rail and a bracing member is positioned between the side of said low rail channel and said guard rail.
 5. An assembly as set forth in claim 4 wherein for said low rail, said plate is square, and a fastening device in the center between the low rail and the guard rail.
 6. Assembly as defined by claim 3 wherein said flexible plate supporting said high rail is of a two part construction in a manner such that one part extends only over one side of the base of the high rail, thereby permitting removal of the high rail from the flexible plate by the removal of said one part, and wherein the flexible plate supporting said rail is of a three part construction.
 7. Assembly as defined by claim 6 characterized by a guard rail and wherein holding clips having bracing elements are positioned between the sides of said high rail and said guard rail and the sides of said steel channel members.
 8. A novel assembly for straight and curved track, switches and cross-overs which comprises in combination a rigid steel channel member having a base and two vertically extending sides, a rail having an elastic sheet about its flanges and supported by said channel member between said sides, holding clips positioned above said elastic sheet and holding means extending through holes in said clips and said channel member and adapted to securely hold all elements rigidly to a suitable supporting substructure, and wherein elongated holes are provided in said clips and adapted to permit lateral movement of said clips when said holding means are slackened and shims are positioned between said sides of said channels and said holding clips, and characterized by a guard rail and wherein holding clips having bracing elements are positioned betweEn the sides of said high rail and said guard rail and the sides of said steel channel members. 